Crazy Larry it's a stock Super Victor. No more room for my tapered spacer but it runs fine. Same Mighty Demon 750 and AFR 205s. Solid Roller,11:1 comp, 91 Pump gas. 1-3/4 headers, 3" exhaust with elec cutouts for fun
Oh man, those whitewalls scream out sleepy. Walk softly and carry a big stick. "Painted on" LOL. If my buddy found you in his 12 second Camaro and got beat by a green Maverick with hubcaps, the memory would linger all of his days.
The trick flow R carb series intake is also a quality piece. Design is similar to the Super Vic. Almost bought one off of Summit's demo rack. Didn't think I could package it under my Grabber hood.
Eventually when you get your traction issues solved,if your 60s don`t drop I would try the vic jr again.Out of what I have seen recently at the strip,unless you have a big mtr or are turning very high rpm the super vic can actually hurt you.I`ve seen quite a few 2800lb foxes,Mavs & other Fords with 408w,vic jrs,& AFR 205s turning around 7000rpm go high 9s in the qtr all day long,with a little bit of port work on that manifold.
Dan.. IIRC(and I certainly may not) the Vic jr has too small a port for the 205's and would need a fair amount of work to grind the correct taper back in. Both of those manifolds have some minor distribution problems and flow needs to be equalized on a bench for best results too. The jr would get kinda thin after all that work.
Yeah Rob that`s probably true,but being as I already have it,I am hoping my port matched vic jr with an 850 will do a decent job on my 410w.This mtr should make lots of torque & I don`t need to turn over 7000rpm,so this mnfld should work fine.A 4.56 gear with 31in tall tires at 6600rpm = 135mph,so if it pulls that close to the stripe that`s pretty fast.
well.. I'd sure as hell bet good money that it won't be a turd! lol Don't want to clutter this gent's thread up(PM's are cool too).. although I wish he'd share a little more info for the inquiring mind engine guys around here .. so all I will add here Dan is that you need to be very careful with compression when running that smaller manifold. If you do add more compression?.. and you should try n trust me here.. push the ID of that runner from the exit/head port all the way to the ports entry(within plenum). This will preserve the ports original designed taper % over the typical and much simpler "port matching" which basically just destroys taper even though it adds much needed volume and improves flow. You get most of the way there but still end up shorted for potential gains that could have been had with more taper. IOW, that bigger motor running even decent compression(10.5 or preferably more), decent enough heads, a fair bit of stroke, and even moderate rpm.. equals more intake port demand(better to think of it as airspeed/mixture limitations and the nasty effects they can cause downstream near the valves curtain area) so you'd need to size the ENTIRE runner up to your heads larger port(can't remember what heads you're running). Plus, sizing an intake manifold on the bigger end of the spectrum can allow you to pipe the engine on the smaller side which improves scavenging(no more than 1.75" head pipes but could be stepped after about 9-10" if you want to get fancy and greedy about it). That helps "pick up the intake port" during IO/lower valve lifts/lower rpm/low flow= improved AIRSPEED(more volume/less charge contamination/more packed charge) to give a fatter broader power band.. more average power under the curve without causing the motor to fall over too quickly past peak. Another nice side affect of this is the ability to cut exhaust split duration, which further fattens the mid-range without losing anything off peak or over-rev capability. Final random thoughts. A slightly too small intake port with fairly tight plenum will more quickly hurt a decently built motor, especially with moderately sized heads and cylinders like a 400+ CID would have, FAR more quickly than running a slightly too small exhaust pipe will. I still continually see bolt-on guys get this wrong all the time but I guess custom headers certainly aren't cheap and not everyone owns a grinder, so we get what the markets proverbial shelf has to offer. Another way towards this same point.. a well designed header can make more average power pulling on slightly too big an intake port than expecting a larger exhaust pipe to try and fix a too small cross sectioned intake port near the engines peak and beyond. Of course we can throw more duration at it/rob a bit more of the power stroke with more exhaust split.. just to increase peak and over-rev capability.. but average power will very likely drop in a moderately rpm'd broader power banded combo. Basically, if you can't design enough scavenge into the primaries..ie; too big/too short/heavy bends, then you need to choke it at the collector to "pick the primary pipe back up" and reduce reversion. oops.. sorry OP.. got carried away again.. kept coming back and adding more during multitasking.. hopefully you don't mind too much. Otherwise, I have to blame Dan for starting me back up all over again.
Hey Rob,I have roush 200s with a stage 2 port job,guides cut down,port match pocket ported,2.05in & 1.6 Ferea valves(6000 series).1 3/4 in Hooker super comps,scat middle weight 4340 crank(50lbs)small chevy K-1 rods(507grms)6.250long.Mahle power pack piston (421grms 1.245) & a girdle with windage tray(4 in stroke).Howards solid lift cam,254in & 260ex dur @ .050,108ic,1.7 rockers giving .605 intake & .630ex lift,vic jr intake & msd ignition with 850 carb.I know my top end isn`t the greatest but with the short blk i`m building what my plans are is to grow later on.After working with & racing the car for a while,the plan is to put on a set of 205s,super vic,& go with a bigger .700 lift cam(roller),my comp ratio should be just under 12 to 1(those upgrades will yield over 600hp).I`ll be 60 this yr & i know it`s going to take me at least 2 more yrs to finish the car so any advice is helpful,my goal is to eventually turn 10.2 to 9.8 in the qtr.Car will be 2800lbs or a little less with me in it so it should not be that hard to get there with what I have.Thanks
Update on the changes. The original Ram Air box i tried just wouldnt fit under the hood so i had to sacrfice the Ram Air effect for just Cold air. This contraption attaches to the breather itself. Its a horribly conceved system that could be great but isnt. Lots of finagling and fabbing to get it to work. So this is it essentially. I needed to relocate the VC breather to the back on the drivers side, trim the hood and relocate my radiator over flow catch bottle. Im going to paint the visible portions behind the grill black tonite so it cant easily be seen on a walk around. 4.30 gears are in so Im going to drags this friday night.
New new PB. 11.49 @ 124.9 Video https://www.facebook.com/lorenzo.mendoza.505/posts/1061371117253155 Timeslip
Awesome, I love your car. What kind of RPM ya spinning at the top end? I'm chompin' at the bit to get my Comet to the track, but they don't open till early April here in frosty Michigan.
